Fire resistant aerial vehicle for suppressing widespread fires

ABSTRACT

A concentric, double hull, damage tolerant airframe vehicle double clad with a lightweight, impact resistant ceramic matrix composite for heat shielding and flame resistance, and fitted with insulation, to provide thermal protection from 35° C. to 1,650° C. of the internal fuselage areas for an extended period of time within an extreme heat environment, that will serve as a semi or fully autonomous vehicle, manned or unmanned, preferably an unmanned aerial vehicle designed as the delivery means to suppress or extinguish flames by repeatedly discharging pressure waves against flames without having to exit the fire environment.

CROSS-REFERENCES TO RELATED APPLICATIONS

This application claims priority from U.S. Provisional Application No.60/598,602 filed on Dec. 14, 2017, the disclosure of which isincorporated herein by reference in its entirety.

BACKGROUND OF THE INVENTION 1. Field of the Invention

The present invention relates to fire-extinguishing vehicles, and inparticular, aerial vehicles for extinguishing fires over a widespreadarea.

2. Description of Related Art

Several prior art devices teach the use of a “smart” system fordelivering, targeting and the release of fire retardant material. Acommon feature is the use of GPS, paired with a parachute, sled or glidesystem, whereupon achieving a pre-determined location or height abovethe tree line level of a fire, an explosive charge is then employed todischarge its chemical load accordingly. Several are ground impactdevices that employ an explosive charge to spread its contents or servesas a failsafe mechanism should the device not explode on impact. Manysystems are connected with retractable wings or an air brake to aid inthe descent of the projectile or smart bomb, although such are notutilized in actual semi or autonomous flight as an aircraft orprojectile navigating the air with an onboard propulsion mechanism.These devices, while utilizing inertia as a delivery mechanism whenprojected or airborne dropped to a fire environment unfortunately do notemploy today's smart technology to think and learn nor have the capacityto effect true flight within the tree line of a fire.

As this is a system and mechanism for the delivery of fire suppressants(retardants, and other) materials, actual fire suppressant and othersuch materials will not be discussed here.

U.S. Pat. No. 9,393,450 teaches us a method, system, and apparatus forthe aerial delivery of fire suppressant comprising of an exterior shellwith at least one input port, at least one output port, and at least onepocket. At least two skids affixed to the bottom of the exterior shelland a bladder is formed inside the exterior shell. A detonation cordaffixed to the bladder and a detonation device are arranged in the atleast one pocket and operably connected to the detonation cordconfigured to release a liquid contained in the bladder. A detonatordevice triggers detonator cord releasing fire retardant seed on atarget.

One of the limitations here is that it is not a precise deliverymechanism that can maneuver on its own accord to deliver afire-retardant package.

U.S. Pat. No. 9,120,570 teaches a system and methods for deploymentoperations from an airborne vehicle are presented. A designated locationof a target is received at a flight control system coupled to a locationtracking guided container comprising an agent. The location trackingguided container is ejected at an ejection point from the airbornevehicle approximately above the designated location of the target todescend at a descent rate and a descent angle. A calculated path to thedesignated location is calculated based on the designated location and acurrent location of the location tracking guided container. The locationtracking guided container is aerodynamically guided by a glide controlstructure to fly along the calculated path from the ejection point to aload release altitude near the designated location of the target. Theagent is delivered to the designated location of the target by releasingthe agent at the load release altitude near the designated location.

Here too, is a GPS guided system deployed by parachute with a glidecontrol system.

U.S. Pat. No. 8,746,355 teaches a fire extinguishing bomb pre-programmedto detonate at 2-200 feet above the ground or the tree line. It employsa laser or barometric altitude sensor in combination with a GPS-altitudesensor for failsafe detonation with extreme accuracy at the properaltitude. While US Patent Application Publication No. 2017/0007865teaches a similar but upgrade of U.S. Pat. No. 8,746,355, fitted with aGPS locating device, a position transmitting device and a remotedetonating device electronically coupled to the explosive device, thatupon impact with the ground will cause detonation of the C4 charge,causing its contents to spread therefrom. It also employs the use of anairbrake system to “ensure the housing unit will fall in an orientationthat ensures second end striking the ground” and that it can bedetonated within a range of 2-200 feet above the ground or tree line.

The air brake is applicable to steady the device but is not part of atrue “flight” system nor deployable to help offset the blast created atthe time of detonation. Neither U.S. Pat. No. 8,746,355 nor U.S. PatentApplication Publication No. 2017/0007865 can perform autonomousconventional flight activities.

U.S. Pat. No. 7,975,774 teaches a guided fire-retardant-containing bombcomprises a container with retractable wings, tail and elevators havingthe form factor of a conventional release vehicle, where the controlsurfaces are coupled via a controller to a GPS with inertial guidancecontrol and an ability to receive external instructions, and a chargecore to disintegrate and disperse the fire retardant or water.

While its retractable wings are deployable at the time of launch, thereis no indication that such can be retracted for flight below tree toplevels, and it has limited “lift” ability. As indicated “Since a single1,000 lb or even 2,000 lb dose of water or fire-retardant chemical isnot enough to put out a large or medium fire, many of the “smart waterbombs” may be used in large numbers and in a coordinated manner, . . . ”Detonation employs an explosive core, targeting is based upon apreselected height to disintegrate, and its flight is that of a noseheavy glider, as it does not have a propulsion system.

U.S. Pat. No. 7,478,680 teaches an extinguishing device consists of anencapsulated cryogenic projectile with a payload of solidified andfrozen mixture of carbon dioxide, nitrogen, combination of gases andcompacted solid extinguishing agents. These strategically located andcryogenically stored devices are launched at the outbreak of fire,aerially or terrestrially over a blaze. An embedded explosive charge isdetonated at a predetermined and optimum height causing the solidifiedgases/compacted solid extinguishing agents to be dispersedinstantaneously and forcefully over targeted and specified areas.

U.S. Pat. No. 7,261,165 teaches that a housing unit includes two partsthat define a fire-smothering chemical storing interior volume. Thehousing unit is transported to a target area of a forest fire by anaircraft and dropped onto the target area. An explosive charge islocated inside the housing unit and is detonated when the housing unitimpacts the ground. The explosion associated with the detonated chargeseparates the two parts of the housing and disperses the chemical fromthe open housing unit.

Effectiveness may be limited to how far above and lateral to impact thefire retardant can spread and may not be as effective as an airburstvertical fire suppression element

U.S. Pat. No. 7,083,000 teaches us a fire extinguishing and fireretarding method is provided comprising the step of confining a fireextinguishing and fire retarding agent in slurry, liquid or gaseous formwithin a shell wherein the shell comprises such an agent in solid form.An agent such as ice water, or liquid carbon dioxide is useful whenemploying the shell as “non-lethal” device. The solid shell issublimable and will burst upon impact or upon exposure to theenvironmental conditions at the target site to release the contents ofthe shell as well as the fragments of the shell onto the target site.

U.S. Patent Application Publication No. 20060005974 (the “'974Publication”) teaches an airborne vehicle which is equipped with anextinguishant container for mist extinguishing is specified forefficient firefighting. A detonator which is located on theextinguishant container can be detonated via a fuse. The detonator isattached to the airborne vehicle such that, on firing the extinguishantwhich is contained in the extinguishant container produces anextinguishant mist. This is an aerial or ground based launchable missilethat will provide a mist of water over a targeted fire area, upondetonation using a timed fuse.

When compared to the present invention, the '974 Publication is limitedin scope of search and targeting.

Significant advances have been accomplished in the use of aircraft forin general flight and fire-fighting activities.

U.S. Pat. No. 9,750,963 teaches A system for dispersing liquid over adesired location, the system comprising a pressurized tank having a mainbody, an inlet in fluid communication with the main body for introducingliquid to the main body, an outlet in fluid communication with the mainbody for dispersing the liquid, and an air inlet for charging air underpressure into the main body, where the improvement comprises providing adiffuser for slowing down pressurized air entering the main body fromthe inlet.

U.S. Pat. No. 7,284,727 discloses a system and method for aerialdispersion of materials. An aerial dispersion system that may beemployed to allow rapid and temporary conversion of aircraft for aerialdispersion purposes, such as aerial fire-fighting. The aerial dispersionsystems may be implemented using modular components that may beconfigured for compatibility with conventional cargo loading andunloading systems of modern aircraft, including side-loading cargosystems of wide body passenger and cargo aircraft having high liftcapacities. The aerial dispersion systems may be rapidly installed in alarge fleet of high capacity aircraft in response to a wildfire. While atypical 747 commercial aircraft have a gross carrying weight of about140,000 pounds and is capable of carrying about 13,000 gallons of liquiddispersant material such as water. This is over four times the 3000gallons carrying capacity of a typical aerial dispersant system aircraftutilized at that time for purposes such as aerial firefighting. This isa pre-Super Global Tanker system, which as with most aircraft converteddelivery system it is effective only as to how close it can attack afire situation from above, the availability of a landing and re-ladingarea, capacity, the turnaround time between discharge and return to thefire situation, and the number of aircraft that can be deployed.

Global SuperTanker's B747-400, The Spirit of John Muir, incorporates apatented system capable of delivering single or multiple payload dropsaggregating over 19,000 gallons (72,000 liters) of water, fireretardant, or suppressant. These fluids can be released at variablerates from the plane's pressurized tanks, producing a tailored responseto the firefighting need. This unique ability allows it to make as manyas six drops in a single flight, while other aircraft such as the C-130or BAe-146 must repeatedly land and refuel to achieve the same results.

U.S. Pat. Nos. 9,750,963 and 7,284,727 demonstrate advances for a rapidmodular fit of suppressant dispersal materials to large aircraft,whereas the Global SuperTanker is a dedicated aerial fire-fightingplatform. The Global SuperTanker can operate two separate, but identicalconstant flow systems are pressurized which allows for either continuousdischarge or up to 8-13 segmented drops. The Global SuperTanker is ableto operate within 15 meters of the above or tree top level (whichever ishigher at the time).

While significant advances have been made since the 2002 Fire Seasonwhich saw the fatal crashes of two air tankers in the United States. Thecurrent invention, however, allows the system to work below tree toplevel, where it can use infra-red data for mapping and AIself-learning/re-programming for fire targeting and suppression.

U.S. Patent Application Publication No. 20170160740 discloses a devicethat receives a request for a mission that includes traversal of aflight path from a first location to a second location and performanceof mission operations, and calculates the flight path from the firstlocation to the second location based on the request. The devicedetermines required capabilities for the mission based on the request,and identifies UAVs based on the required capabilities for the mission.The device generates flight path instructions for the flight path andmission instructions for the mission operations, and provides the flightpath/mission instructions to the identified UAVs to permit theidentified UAVs to travel from the first location to the secondlocation, via the flight path, and to perform the mission operations atthe second location.

U.S. Application Publication No. 2017/0259098 discloses the effectiveuse of acoustic technology to suppress different types of fire byadjusting the frequency of sound waves. It further teaches us that itcan be used as a handheld device, placed in a fixed or static location,such as above a kitchen range top, and with the desire of one day beingattached to a drone for deployment above a fire situation. However, itdoes not disclose how the acoustic technology can be adapted for awildfire.

CN205891227U teaches an unmanned aerial vehicle (“UAV”) having afire-suppression acoustic device and a thermal imaging system attachedto the bottom of the vehicle, which thermal imaging system may be usedto obtain temperature information for guidance to the target area.However, CN205891227U does not teach how the UAV can perform firesuppression within a fully evolved fire

In sum, the prior art does not teach an ordinary skilled artisan toproduce a system or method for discharging pressure waves inside awidespread fire to suppress or extinguish fires.

SUMMARY OF THE INVENTION

The present invention employs pressure wave or shockwave in acontrolled, discrete, non-destructive aerial blast, alone or combinedwith other fire extinguishment materials, targeting horizontally,vertically, and in block formation at, above, alongside of, around,through and from within the midst of fire to suppress a wild fire. Usingelements from the ambient environment, this invention can generate itselectrical and propulsion needs, without the use of a solid, gel orliquid fuel, or other external propellants. When a pressure wave movesacross a flame, disturbing its energy and creating a low-pressuresystem, the flame is moved off its fuel source. This is thenon-incendiary method applied here to create the fire suppression, fireextinguishment method of this invention. Utilizing air from the “fireenvironment,” a pressure wave or shockwave created by a non-incendiarymechanism is efficacious in blowing a fire off its fuel source. Whencombined with a fluid load the intensity of the shockwave is acceleratedwhile atomizing the fluid and additional fire extinguishment material,thereby accentuating the impact of fire suppression. Without leaving thefire situation, it can efficiently continual to recharge and discharge anondestructive shockwave mechanism, on and in location, constitutes atactical advantage. With the AI platform, assets can be autonomous orsemi-autonomous arrayed in a formation, within and contiguous to thefire creating a blanket, wall or block fire suppression effort, as adrone swarm.

According to a presently preferred embodiment, there is provided anaerial vehicle for extinguishing widespread fires comprises:

(1) a first vessel having an external and interior surface defining afirst chamber, the first vessel being made of a first thermal insulatingmaterial having a melting point of greater than about 800 degreesCelsius;

(2) a second vessel having an exterior surface and an interior surfacedefining a second chamber and disposed concentrically and coaxiallyinside the first chamber of the first vessel, the second vessel beingmade of a second thermal insulating material having a melting point ofgreater than about 800 degrees Celsius, the interior surface of thesecond vessel having an inlet configured to receive and retain compressair in the second chamber, and to selectively discharge the compressedair through an outlet configured to produce a pressure wave toextinguish fires, the first and second thermal insulating materialsbeing configured to resist flame and to provide thermal insulation tomaintain an internal temperature of 35° C. or lower in an environmentwhere temperatures range from about 35 degrees Celsius to about 1,650degrees Celsius;

(3) means for compressing air in the second chamber of the secondvessel; and

(4) a propulsion system including a thrust vectoring system forpropelling the aerial vehicle.

The following description is exemplary in principle and is not intendedto limit the disclosure or the application and uses of the embodimentsof the disclosure. Descriptions of specific devices, techniques, andapplications are provided only as examples. Modifications to theexamples described herein will be readily apparent to those of ordinaryskill in the art, and the general principles defined herein may beapplied to other examples and applications without departing from thespirit and scope of the disclosure. The present disclosure should beaccorded scope consistent with the claims, and not limited to theexamples described and shown herein.

BRIEF DESCRIPTION OF THE FIGURES

In the drawings:

FIG. 1 is a cross-sectional top view of a presently preferred embodimentof a double-hull aerial vehicle of the present invention.

FIG. 2 is a cut-away view of the thrust vectoring system of anotherpreferred embodiment, showing its pumps, intake and effluent lines, gasfiltration system, thrust vectoring nozzle, and rotatable tab.

FIG. 3 illustrates a horizontal view of the aerial vehicle with aretractable wing, elevator and rudder assembly, designed for shapecharge delivery of a shock wave, showing the pressure wave chamber inthe closed position.

FIG. 4 illustrates a top view of the aerial vehicle with a retractablewing, elevator and rudder assembly, designed for shape charge deliveryof a shock wave, showing the pressure wave chamber in the closedposition.

FIG. 5 illustrates a top view of the aerial vehicle, showing its upperfuselage doors in the open position.

FIG. 6 illustrates a top view of the aerial vehicle, showing thepressure wave chamber with a collection trough.

FIG. 7 illustrates a frontal view of the aerial vehicle, showing thepneumatic aerodynamic control and drag reduction fuselage channelsystem.

FIG. 8 illustrates a separate view of an onboard alternative system forgenerating thermal energy and electric power in the inventive aerialvehicle.

LIST OF REFERENCE NUMBERS IN THE DRAWINGS

Reference Component/Description number External environment E_(o)Interior of the pressure wave chamber 2 Mechanical or electric piston 4Oblique nozzle 6 High-volume high-pressure air pumps 8 Subordinate aircompression chambers 10 Bladder 12 Bladder assist 14 Pressure wavechamber 16 Interior chamber made of titanium 18 Monocrystalline coating20 Ceramic matric composite/high-heat-extreme-heat 22 Resistant materialcoating Blast mitigating material 24 Shock absorbing material or a shockabsorbance 26 system Recoil stabilizing mechanism 30 Flight assemblysystem 32 First temperature sensor disposed on the first 34 vessel forsensing temperature of the exterior surface of the vessel Emergencypressure release 36 Thrust vector nozzle 50 Air intake line 52 Tab 54Command Module 64 Damage tolerant airframe 66 Damage tolerant airframeinsulation 68 Fuselage areas between the outer and inner hulls 70Thermal containment system 74 Fluids or salts onboard containment system74 Thermoelectric power generator 76 Thrust vector system 82 Effluentline 86 Servo motor 88 Intumescent coating 90 Optional air filter 92Flexible connector 94 Thrust vector nozzle tip 96 Flexible backflowpreventer webbing 98 Onboard electronic receiving mechanism 100Connector 104 Power distribution system 106 Onboard battery charger 108Onboard battery 110 Vibration mechanism 112 In-flow door 114 Airchannels 116 Collection trough 120 Air pressure relief system 122 Heatexchange system 130 Fuselage door 132 Recoil stabilizing mechanism 300

DETAILED DESCRIPTION OF THE PRESENTLY PREFERRED EMBODIMENTS

FIG. 1 schematically depicts the double hull design of a presentlypreferred embodiment of the aerial vehicle of the present invention. Inorder to accomplish the pressure wave, a pressure wave chamber (16) isconfigured to receive a volume of air from the external environment(E_(o)), which is compressed therein, and is subsequently forciblydischarged to the external environment at a targeted flame, at a rapidspeed through a now opened, preferably oblique, nozzle (6) in acontrolled manner preferably using an elastic bladder (12). The pressurewave chamber (16) can be filled directly with air from the externalenvironment preferably using one or more high-volume high-pressure airpumps (8), each equipped with air backflow preventer, and/or preferablyusing one or more subordinate air pressure wave chambers (10) that willfill the pressure wave chamber (16). The subordinate air pressure wavechamber (10) pumps air from the environment by, preferably, one or morehigh-volume high-pressure air pumps (8), thereafter pumping same intothe pressure wave chamber (16) under high compression through,preferably, one or more separate high-volume high-pressure air pumps(8). Upon arriving at the targeted flame area and compressing a volumeof air sufficient to disturb the energy of a target flame, the Commandor Control Module (64) suspends filling the pressure wave chamber (16)by the air pumps (8) and the subordinate air pressure wave chambers(10), activates the microelectromechanical devices and actuators (notshown) attached to the bladder assist (14) rapidly accelerate movementof the bladder (12) within the pressure wave chamber (16) from a restingstate toward the opening, preferably an oblique nozzle (6), while at thesame time causing the opening, preferably an oblique nozzle (6) to open,for release of its contents, under high speed, against the targetedflame area. Upon expulsion of the air contents therein, the Command orControl Module (64) will close the opening (6), cause the bladder assist(14) to retract the bladder (12) to its resting state, then repeat theprocess.

Beginning with the interior of the pressure wave chamber (16) where airwill be compressed therein, and working outward, the material surfacesof the pressure wave chamber (16) is constructed with an interiorchamber preferably made of titanium (18); a monocrystalline coating(20); a high-heat-extreme-heat resistant material coating (22) such as aceramic matric composite, blast mitigating material (24), shockabsorbing material or a shock absorbance system (26), ahigh-heat-extreme-heat resistant material coating (22), amonocrystalline coating (20), and a titanium (18) outer surface. Thepressure wave chamber (16) will be repeatedly filled with and dischargeuncooled hot air from the external environment (E_(o)) and willexperience the highest temperature the interior of the vehicle.Compression of hot air within same may increase temperatures experiencedwithin and by the pressure wave chamber (16). Therefore, titanium isselected as the preferred interior surface (18) of the pressure wavechamber given its low susceptibility to creep at high temperatures,strength durability and having a low thermal (radiation) conductivity.Titanium has a boiling point of 3,287° C., with a melting point of1,668° C. Applying a titanium alloy provides a metal with high strengthand toughness even at extreme temperature. Monocrystalline coatings (20)provide an added layer of strength and durability to the structure athigh temperatures. The opening, opening, preferably an oblique nozzle(6) is to be constructed of high-heat/extreme-heat resistant, hightensile strength material.

As depicted here, the bladder (12) and bladder assist (14) mechanismwithin the pressure wave chamber (16) is constructed of a heat resistantelastic material that will withstand the temperature of hot air thatfills, is compressed within, and discharged from the pressure wavechamber (16). The bladder (12) will assist with the compression of air,by resistance, the planned discharge of compressed air from the pressurewave chamber (16) by rapid expansion within the pressure wave chamber(16) when the Command or Control Module (64) discharges the air contentwithin the pressure wave chamber (16) by opening the pressure wavechamber's (16) air discharge opening (6) (preferably, an obliquenozzle).

The aerial vehicle's programming Command or Control Module, avionicspackage shall include the flight software program, onboard GlobalPositioning System (GPS), Gyroscopic positioning (including sensors andcontrol), Collision detection and avoidance (LIDAR), Thermal targetingand differentiation, targeting and discharge control programming,internal and external communication system, security system, onboardmonitoring systems (pressure wave chamber pump, pressure wave chamberair pressure, propulsion pumps, fluid jacket volume and pressure, andsystems check), the internal temperature of the aerial vehicle, air andfluid pressure relief, thrust vector nozzle function and flow,electrical power generation, altimeter, navigation, optional infra-red,near infra-red, and video cameras, antennae, and an optional opticalcamera. The electronic components should be constructed of such amaterial and/or covering that will significantly prevent the impact ofintense heat generated by the fire environment. The aerial vehicle isdesigned to operate as an autonomous or semi-autonomous system,subsequent to being programmed and launched by an authorized user orauthorized user system (not shown). As each aerial vehicle is fittedwith GPS and operational data is transmitted in real-time to and fromexternal monitoring system, an authorized user will have the capabilityto override operational phase pre-programmed instructions to eitherreprogram the aerial vehicle's Command Module and/or to manually controloperations of the system. Override, reprogramming and manual control maybe limited to fire-fighting operations. As used herein, operationalphase of the aerial vehicle shall mean when the aerial vehicle islaunched/deployed.

With regard to the aerial vehicle's flight assembly system: instead ofusing an external wing, elevator, rudder or environmentally exposedrotary system, the aerial vehicle is equipped with an adjustablesubsurface thrust vector nozzle, connected to, preferably, one or moreonboard rapid high pressure high volume pumps, that streams a highvolume of air against the surface or subsurface tabs, to control forpitch, yaw, lift, and roll of the aerial vehicle, in like manner asapplied to an aircraft or other winged or rotary UAV. Forwardpropulsion, hoovering and reverse flight operation of the flightassembly system is electronically controlled by the aerial vehicle'sonboard navigation system. The surface or subsurface tabs serve the samefunction as an aileron, elevator and rudder of a wing based aircraft ordrone. The propulsion pumps and the pressure wave chamber pumps areself-clearing, anti-clogging to significantly prevent the build-up ofsoot and other airborne particulate matter, common to a fire environmentfrom clogging an intake. The propulsion pumps and the pressure wavechamber pumps are connected to the surface of the aerial vehicle,thereby enabling such to extract air from the immediate environment. Thebase section of the aerial vehicle also houses the rear propulsion port,its propulsion pumps

The aerial vehicle's base section is fitted with a closed-loop powersource system to harness thermal energy from the (fire) environment thatin turn will be used to heat fluids or salts to power an onboardtraditional or thermoelectrical generation system during the operationalphase of the aerial vehicle. The closed-loop power source system iselectronically connected to the Aerial vehicle's Command or ControlModule (64) The closed-loop power source system consists of a heatexchange system, that is linked to the surface of the aerial vehicle forthe purpose of extracting heat from the external environment, that willtransfer heat from the external (fire) environment to a container systemthat will hold a hot medium with a high temperature. The heat containedin this system may be used to generate electricity by a traditional orthermoelectric generator. The container system that will hold the hotmedium with a high temperature may use a heat storage medium that willhold fluids or salts that can be heated from thermal energy transferredfrom the external environment by the heat exchange system. Where duringdeployment of the aerial vehicle air temperatures are below the minimumheat threshold required by the heat exchanger to transfer heat to thetraditional or thermoelectric generation system and the onboardcontainment system, the system will then transfer heat contained withinthe onboard containment system to generate electrical power. Theclosed-loop power source system's onboard traditional orthermoelectrical generation system is further connected to a battery andbattery recharger system. The battery is an additional power source thatis activated when the aerial vehicle is programmed for deployment andlaunch. Electrical power is provided by the battery system whenelectrical output generated by the electrical generating system is 5%more than the minimum level of electrical power that is required todrive the aerial vehicle. During the deployment phase of the aerialvehicle, the onboard traditional or thermoelectrical generation system,and where necessary, the battery system will provide the required tooperate the system. The material construction of the closed-loop powersystem is such that it will significantly prevent the transfer of heatfrom within same to other components within the aerial vehicle.

As illustrated in FIG. 1, the air or pressure wave chamber (16) isdefined by the interior surface of a cylindrical tube fitted to a halfdome section at each end. Fitted to the interior surface of the halfdome top and bottom sections of the pressure wave chamber (16) is,preferably, one or more high pressure high volume pump (8). The pump(s)(14), when activated by the Command or Control Module (64), willpressurize the pressure wave chamber (16). The pump is connected to thesurface of the aerial vehicle (200) by an air intake line (52), for thepurpose of extracting air from the external environment. As furtherillustrated in FIG. 1, the flight assembly system (32), which includesthe wings, elevators, ailerons, and rudder is connected to the vehicle(200). There is also shown the aerial vehicle (200) which includes aflight assembly system (32) including, wings, elevators, ailerons, andrudder, one or more thrust vector nozzles mounted to the exteriorsurface of the first vessel, one or more pumps connected to said, one ormore thrust vector nozzles for ejecting air to effect pitch, yaw, liftand/or roll of the aerial vehicle (200).

The heat-resistant material covering the outer vessel and concentricallyand coaxially disposed inner vessel should be sufficient tosignificantly prevent the passage of heat from the external fireenvironment to the various components contained inside the vesselsduring deployment of the aerial vehicle (200) within or proximate to afire zone

As depicted in FIG. 2, the flight assembly mechanism consists of onemicro thrust vector system pumps connected to a thrust vectoring nozzle(50); an air intake line (See, FIG. 2) extending from the non-frangiblesurface area of the aerial vehicle (200) to the micro thrust vectorsystem pump (8), an effluent air-line connecting the micro thrust vectorsystem (82) pump (8) to a thrust vectoring nozzle (50); a tab(s) fittedto a surface area of the aerial vehicle, connected to a servo motor (notshown) controlling the pivoting mechanism which will allow the tab to berotated as necessary to maintain flight, lift, hoovering, pitch, yaw androll. The thrust vectoring nozzles, as incorporated here, are intendedto apply the same principle used in a jet engine, except that here, itwill funnel a stream of air at high speeds against the rotatable tab.The air intake line (52) extending from the non-frangible surface areaof the aerial vehicle (200) to the micro thrust vector system pump (8)(see, FIG. 2) is constructed with an anti-clogging surface material anda particulate matter filtration system, to significantly prevent thebuildup of soot or other debris therein.

Thrust vectoring nozzles are used here to control for pitch, roll, andyaw, hoovering, lift, and propulsion for the aerial vehicle (200). Eachthrust vectoring nozzle (50) is inked directly to preferably, one ormore high volume high speed pumps (8) that extract a high volume of airfrom the surrounding external environment. The pumps (8) in turn aproject volume of air to the thrust vectoring nozzle (50) at a raterequired to maintain flight and altitude control of the aerial vehicle(200) above and within the fire zone, and where necessary, to hoover.The actual volume and rate of air to be projected to the thrustvectoring nozzle (50) from the micro thrust vector system pump (8) willbe determined based upon aerodynamic requirements. Thrust produced inthis manner is the same as would be required where using a thrustvectoring system an aircraft, drone or rocket engine, for flightpurposes. The flight assembly mechanisms are electronically linked tothe aerial vehicle's (200) Command or Control Module (64). The tab (54)is fitted to a servo motor (88) that controls the pitch of the tab, andis designed move or to rotate in the same manner as an aileron, elevatorand rudder assembly of an aircraft. The pressure of air provided by thethrust vectoring nozzle(s) ported against the tab, and the angle the tabis deployed at controls for pitch, roll, yaw, lift, horizontal andvertical rotation, and hoovering as that air stream exits the aerialvehicle (200). The distal end of the thrust vectoring system air intakelines are oriented at the surface of the aerial vehicle, to allow theextraction of air from the external environment. The intake lines areplaced at a position and angle significantly far enough from the thrustvectoring system nozzle and tabs, and the flow of air through same, sothat air ejected by the thrust vectoring nozzle does not impact upon orotherwise interfere with the air intake system and the ability of theair intake system to function.

The type of pump required to provide the necessary volume of air toprovide control pitch, roll, yaw and lift of the aerial vehicle (200)above tree top level, as well as maneuvering within or below tree toplevel, can readily be determined by those skilled in the art.

The propulsion system of the aerial vehicle is electronically linked bythe Command or Control Module (64) to the onboard closed-loop powersource system. Electrical power is generated onboard by use of aclosed-loop power source system that harnesses heat from the fireenvironment via a heat exchanger (130) connected to an onboardcontainment system of heated fluids or salts. In turn the onboardclosed-loop power source system is connected to a traditional orthermoelectric power generation system that will generate the electricalpower required to operate the aerial vehicle. The size, shape andmaterial of the closed-loop power source system's onboard containmentsystem used will in part be determined by its ability to absorb heat.

The base section and top section respectively house independentlyoperated thrust vectoring nozzles (50). Each thrust vectoring nozzle(50) here is linked to one more high volume high speed pumps (8). Thesepumps (8) extract. air from the surrounding environment that will befunneled through the thrust vectoring nozzle at high speed, providingpropulsion and aeronautical control of the aerial vehicle. The basesection and top section contain surface or subsurface horizontal andvertical mounted tabs (54) fitted to a servo motor that control thepitch, roll, elevation and yaw. The tabs (54) are designed to rotate theaerial vehicle in the same manner as would the aileron, elevator andrudder flap assemblies of an aircraft, allowing the aerial vehicle toturn, roll, and lift. Whereas a conventional aircraft wing employs theaileron, elevator and rudder flaps in the respective assembly, the flapassembly is incorporated into the body of the aerial vehicle itselfinstead of protruding outwardly. As used here in this invention, thethrust vectoring systems will include the tabs (54), pump(s) (8) and thethrust vectoring nozzle(s) (50). As each aerial vehicle will utilize atleast two thrust vectoring systems during deployment, each thrustvectoring system may be operated independently, that is separate andapart from any other thrust vectoring system that is part of theinvention. Each component noted as operating independently, housedindependently, and where aerial vehicles can operate independently,shall mean that each may be operated/function separately. For example,if one thrust vectoring system within an aerial vehicle malfunctions,the remaining thrust vectoring systems may be operated, independently,to continue operations and/or to compensate for the malfunctioningcomponent. Similarly, where aerial vehicles are operating in a “swarm”,some or all of the aerial vehicles may operate separate from a singleaerial vehicle serving as a central aerial vehicle of, for or within theswarm.

The base and top section are fitted with multiple, independentlyoperated thrust vectoring nozzles (50) where each thrust vectoringnozzle (50) is separately linked to one more high volume high speedpumps (8), and surface or subsurface mounted tab (54) will enhancemaneuverability of the aerial vehicle (200). By housing independentlyoperated thrust vectoring nozzles (50) in both the top and bottomsections the front and back of the aerial vehicle (200) can be tilted onits vertical or horizontal axis while hoovering, hoovering motionless,or forward motion. This design will also allow the aerial vehicle toturn or roll on its center axis without changing its latitudinal orlongitudinal position.

The base section houses an independent rear propulsion assembly(vectoring nozzle, preferably, one or more high volume high speed pumps,and surface or subsurface mounted tabs). Placing horizontal and verticaltabs (8) here provides greater yaw and pitch maneuverability compared tothat of a fixed position rear propulsion engine.

A closed loop power generation system containing a fluid or salt thatcan be heated, harnesses thermal energy from the fire environment viaits connected heat exchanger. The thermal energy of the now heated fluidor salt is used by a connected traditional or thermoelectric generator(76) which will generate the electrical power required to operate thesystem in addition to and beyond the power produced at the time ofCommand or Control Module (64) programming and actual launch of theaerial vehicle.

By equipping the thrust vector system and the closed loop power sourcesystem with gas filtration system, e.g., to extract Nitrogen and/orCarbon Dioxide from the external environment, the resulting effluent ofthe aerial vehicle's thrust vectoring system is a fire extinguishmentwhile operating in or proximate to the fire zone. The down wash of theaerial vehicle thereby decreases the Oxygen footprint of the propulsionsystem.

The top section of the aerial vehicle (200) houses the aerial vehicle's(200) Command or Control Module (64), avionics package which shallinclude the flight software program, GPS, Gyroscopic positioning(including sensors and control), collision detection and avoidance(LIDAR), thermal targeting and differentiation, targeting and dischargecontrol programming, internal and external communication system,security system, onboard monitoring and diagnostic systems (pressurewave chamber pump[s], pressure wave chamber air pressure, propulsionpumps, fluid jacket volume and pressure, closed-loop power sourcesystem, internal and external environment temperature and systemscheck), air and fluid pressure relief (30), thrust vector nozzle and tabfunction and flow (11, 12, 13), traditional or thermoelectric generator,internal temperature of the aerial vehicle (33), altimeter, navigation,optional infra-red, near infra-red, and video cameras, antennae, and anoptional optical camera.

FIG. 2 illustrates the thrust vector (assembly) system. An air intakeline using a self-clearing, anti-clogging material to prevent soot andother airborne particulate matter common to a fire environment fromclogging an intake, extends from the surface of the aerial vehicle(200), to a micro thrust vector system pump (8). Where an optional airfiltration means is included, as here) (92), to extract air (and/orgases or inert gas) from the (fire) environment, an extension of the airintake line (52) connects the filter system to the micro thrust vectorsystem pump (8). Through these lines the micro thrust vector system pump(8) suctions a high volume of air from the environment, then directs itunder high speed through its effluent line (86), to the thrust vectornozzle (50). The effluent line (86) is fitted with a flexible connector(94), allowing for movement of the thrust vector nozzle (50). The thrustvector nozzle's tip (96) is a flexible baffle structure which can expandor constrict, as required by the Command or Control Module (64) toincrease or decrease the volume and pressure of air emitted. The thrustvector nozzle (50) is fitted with a servo motor, increasing flexibilityof directed air flow, in the same manner as a thrust vector engine of anadvanced aircraft. The thrust vector nozzle (50) is also fitted with aflexible backflow preventer webbing (98), to significantly prevent theloss or escape of pressurized air streamed from the thrust vector nozzleto the adjustable tab (54). The adjustable tab (54), which is fitted toservo motors and the surface of the aerial vehicle (200), can be angledby command of the Command or Control Module (64), as required. Theability to angle the tab is in line with the function of the wing,elevator, aileron, and rudder assemblies of an aircraft. The ability toangle the tab and the stream of compressed air from the thrust vectornozzle to the tab enhances an Encasement's maneuverability. The distalend of the aerial vehicle's thrust vectoring system air intake lines areoriented at the surface, to allow the extraction of air from theexternal environment. The intake lines are placed at a position andangle significantly far enough from the thrust vectoring system nozzleand tabs, and the flow of air through same, so that air ejected by thenozzle does not impact upon or otherwise interfere with the air intakesystem and the ability of the air intake system to function. As thefigures here are two-dimensional, placement of the air intake lines atthe surface of the aerial vehicle may appear closer than what actualplacement of the air intake line will be.

As used herein, when the Command or Control Module (64) activates thepressure wave chamber pump(s) to rapidly increase air pressure from X₂psi or X₃ psi to X₄ psi, it will also activate the air brake servomotor(s), extending the air brake outwardly at the time of X₄ psidischarge for a pre-determined period of time, creating sufficient dragto counter the impact that an X₄ psi discharge that prevailing winds andturbulence within or contiguous to the fire situation would otherwisehave upon the trajectory of the aerial vehicle.

As further used herein, where two or more aerial vehicles are at X₄ psiwithin the same blast field, the Command or Control Module (64) willadjust the period of time the air brake is activated to compensate forthe additional pressure exerted.

As also used, herein, when an aerial vehicle's sensors detect anapproaching shockwave or that an aerial vehicle projected pressure waveor shockwave (e.g., striking a surface) returns in the direction of theaerial vehicle, the Command or Control Module (64) will deploy andadjust its air brakes accordingly to maintain its trajectory, or to movein a course corrective manner.

The air brake is to be constructed of a light weight material and insuch a manner as to withstand the pressure exerted X₄ psi discharge fromthe aerial vehicle, X₄ psi on blowback, and/or exerted by anotherencasement proximate to the same blast field, and the pressure necessaryto counter movement that otherwise would result from a shockwave, highwinds such as fire related thermal updrafts, turbulence and vortices.The air brake can also be applied by the Command or Control Module (64)when accessing the recovery and docking site or system (not shown).

After compensating for a shape charge, shape charge blowback,turbulence, vortices or course corrections, the Command or ControlModule will activate the air brake servo motor(s) to retract the airbrake.

As used herein, a second option to offset the pressure exert against theaerial vehicle at a X₄ psi discharge is the deployment of an additionalbut separate thrust vectoring system. Here, the additional thrust vectorsystems are housed between the anterior of the pressure wave chamber'sand the vehicle's exterior surface, venting to the aerial vehicle'sexterior non-frangible surface. By determining the pressure exerted atX₄ psi discharge for M^(#) of milliseconds, those skilled in theaerodynamics, shockwave research and usage, can determine the pressurethat must be exerted by thrust vectoring systems, as well as the lengthof time to exert N⁰ of pressure. Pressure at N⁰ represents the range ofpressure required to maintain the aerial vehicle's trajectory at thetime of X₄ psi discharge, and at post discharge where the pressure waveor shockwave's impact upon the aerial vehicle has dissipated, returningto or maintaining the aerial vehicle to its pre-X₄ psi dischargetrajectory.

As further used herein, when the aerial vehicle has achieved its firetarget area, trajectory and rotated into its shape charge position, theCommand or Control Module (64), while maintaining the aerial vehicle'strajectory through the operation of thrust vector systems, at X₂ psi orX₃ psi will electronically activate thrust vector systems, so that atthe time of X₄ psi discharge thrust vector systems will exert sufficientpressure for a pre-determined period M^(#) of milliseconds, thenreducing such pressure to accordingly to pre-X₄ psi discharge levelsmaintained by thrust vector systems will resume flight and trajectoryoperations.

As used herein, a third option to offset the pressure exerted at X₄ psidischarge against the aerial vehicle is the deployment of compressed airin the same manner of, or similar to, the principals of pneumaticaerodynamic control and drag reduction. To do so, a reinforced lineextended from the exterior wall of the aerial vehicle to an air tightcontrolled door that leads to the interior wall of the pressure wavechamber. Until activated by the Command or Control Module (64) torelease air, the unintended release of air is prevented by a backflowpreventer valve or door. On demand by the Command or Control Module (64)at X₄ psi discharge to release, the pressure wave chamber's backflowpreventer and air tight controlled door connected to the reinforced lineis opened simultaneously to release a pre-determined amount of air fromthe pressure wave chamber through the reinforced line, where that amountof air will exit the aerial vehicle along its exterior non-frangiblesurface. Subsequent to the intended release of the predetermined volumeof air as a countermeasure from the pressure wave chamber at the time ofX₄ psi discharge, the Command or Control Module (64) will then activatethe backflow preventer to close.

FIG. 8 diagrammatically illustrates the aerial vehicle with analternative method of generating thermal energy and electric power tooperate the system. The aerial vehicle's Command or Control Module (64)is electronically linked to an onboard receiving mechanism (100) thatwhen activated can create a vibration of such frequency to create a highrate of vibration, wherein the friction created by same may rapidlygenerate sufficient friction and resulting thermal energy to heat thefluids or salts within the onboard containment system (74) that willhold a hot medium. Heated thermal energy created in this manner will beused by the onboard traditional or thermoelectric generator system (76)to generate the electrical energy required to operate the aerial vehicle(200).

At the time of pre-launch programming the aerial vehicle (200), theexternal containment system (not shown) will cause its sending mechanism(not shown) to create and project a signal of a specific frequency (notshown) to the receiving mechanism (100) within the aerial vehicle (200).Upon receiving the signal of a specific frequency (not shown) the aerialvehicle's receiving mechanism (100) is activated.

Activation of the receiving mechanism causes same to vibrate at a veryhigh rate. Excitation created by such vibration will in turn create ahigh degree of friction and resulting heat up to but not exceeding T₃ ⁰.When the Command or Control Module (64) electronically linkedtemperature monitor (not shown) within the fluids or salts onboardcontainment system (74) indicates the internal temperature of thecontents therein has achieved T₃ ⁰, a signal is sent from the aerialvehicle's Command or Control Module (64) to the sending mechanism (notshown), to stop transmission of the signal. The thermal energy producedin this manner may be used to generate electricity by an onboardtraditional or thermoelectric generator, providing the electrical powerrequired to operate the aerial vehicle, when the latter is deployed.

The exterior and interior surfaces of the aerial vehicle is to beconstructed of a light weight, fire resistant, self-fire extinguishingmaterial that can withstand the extreme temperatures. It incorporates aheat exchange system (130) that will discharge excess heat accumulatedwithin its internal fuselage/component structures to the externalenvironment. The aerial vehicle fitted with a closed-loop power sourcesystem to harness the energy from heated fluids or salts to power anonboard traditional or thermoelectric power generation system during theoperational phase of the aerial vehicle. The closed-loop power sourcesystem is electronically connected to the aerial vehicle's programming,avionics system and the onboard monitoring systems. The closed-looppower source system is electronically connected to the. The closed-looppower source system consists of a heat exchange system that is linked tothe surface of the aerial vehicle for the purpose of extracting heatfrom the external environment. The heat exchange system will transferheat from the external (fire) environment to a container system thatwill hold a hot medium (of fluid or salt) with a high temperature. Theheat held within this system may be used to generate electricity by atraditional or thermoelectric generator. The container system that willhold the hot medium with a high temperature may use a heat storagemedium that will hold fluids or salts that can be heated, is supplied byheat transferred from the external environment by the heat exchangesystem. Where during deployment of the aerial vehicle's air temperaturesare below the minimum heat threshold required by the exchanger totransfer heat to the onboard traditional or thermoelectrical generationsystem and the onboard containment system, the electrical generationsystem will then transfer heat contained within the onboard containmentsystem to generate electrical power. The closed-loop power sourcesystem's onboard traditional or thermoelectric power generation systemis further connected to a battery and battery recharger system. Thebattery is a power source that is activated when the aerial vehicle isdeployed. Electrical power is provided by the battery system whenelectrical output generated by the traditional or thermoelectric powergenerating system is at a minimum of no more than 5% of the electricalpower required to drive the aerial vehicle's onboard systems. During thedeployment phase of the aerial vehicle, the onboard traditional orthermoelectric power generation system, and where necessary theauxiliary battery system, will provide the required electrical power tooperate the system. The material construction of the closed-loop powersystem is such that it will significantly prevent the transfer of heatfrom within same to other components within the aerial vehicle. A heatresistant material shall mean a material and construction that willsignificantly prevent the transfer of heat from the external environmentinto the internal environment of the engineered structure referred to asthe aerial vehicle. This shall also mean a material and constructionthat will significantly prevent the passage, unintended transfer of heatfound or contained within, held or located within the interior of astructure of the aerial vehicle, to other areas within the interior ofthe aerial vehicle. This shall further mean a material and constructionthat may dissipate or otherwise transfer to the external environmentheat introduced in to the fuselage of the aerial vehicle when itsfuselage or other doors or openings are opened.

Structurally, the aerial vehicle should be able to withstand thepressure exerted by a fire environment, the pressure exerted by its ownX₄ psi discharge; X₄ psi discharge of other aerial vehicle s and aerialvehicles; operation of air brakes to stabilize aerial vehicle againstopposing environmental winds and X₄ psi discharges; and, the impact ofhigh speed projectiles within or otherwise commonly associate with anenvironmental conflagration.

Structurally, the aerial vehicle must be capable of rapidly regeneratingX₄ psi discharges and continuous deployment for an extended period oftime.

The aerial vehicle electronics and monitoring systems include theprogramming module (64), Artificial Intelligence (“AI”) softwareincluding drone swarming programming, avionics package which shallinclude the flight control software program, Gyroscopic positioning(including sensors and control), collision detection and avoidance(LIDAR), thermal targeting and differentiation, targeting and dischargecontrol, internal and external communication system, security system,onboard monitoring and diagnostic systems (pressure wave chamberpump[s], pressure wave chamber air pressure, propulsion pumps,closed-loop power source system, internal and external environmenttemperature and systems check), air pressure relief, thrust vectornozzle, tab function and flow, traditional or thermoelectric generator,for internal temperature of the aerial vehicle, altimeter, navigation,infra-red, near infra-red, and video cameras, antennae, optical camera,LIDAR, closed-loop power source system, heated fluid or salt onboardcontainment structure (76), battery system (110), and the heat exchangemonitor.

The aerial vehicle is developed for shape charge deployment of apressure wave or shockwave by compressed air as means for suppressingfire. It is developed for repeated shape charge extinguishment delivery.It is fitted with retractable wings, retractable elevators, and aretractable rudder for extended flight outside of the targeted fireenvironment and where operating above tree-top level. The aerial vehiclecontinually monitors its capacity to navigate to a designated recoveryand docking area, taking into account its onboard ability to generatedsufficient electrical power to operate at temperature below a T₁°thermal environment. The aerial vehicle can deploy its air brake systemsto stabilize the its trajectory and to compensate for the pressureexerted at the time of a X₄ psi discharge, in order to remain on target;determine when to retract and re-deploy its wing, elevator and rudderassemblies; determine and operate its thrust vectoring system for flightand operational demands.

Where the aerial vehicle's onboard electrical power generation levelsbeyond the fire environment are less than optimal, the Command orControl Module (64) will divert thermal energy stored in the onboardcontainment system (74) to the closed-loop power source system's onboardtraditional or thermoelectric power generation system (76). Whileconnected to the recovery and docking system this aerial vehicle willdeactivate the system for storage or program in new search anddeployment data. Where programmed for re-deployment the Command orControl Module (64) will activate the rapid pre-heat mechanism, chargingthe fluid or salt storage system connected to the closed-loop powersource system, up to but not greater than T₃°, to provide the electricalpower required to operate the aerial vehicle between launch and re-entryto the targeted T₁° fire environment, and initiate recharging of itsbattery system (110).

The pressure wave chamber that will produce the X₄ psi discharge andshockwave is fitted within the hold of the aerial vehicle's fuselage.The pressure wave chamber of the aerial vehicle is comprised of ahardened, non-frangible, cylinder. This cylinder is further comprised ofa fixed position exterior wall, a moveable interior wall, and designedto withstand pressurization greater than X₄ psi. The pressure wavechamber's exterior wall and its interior wall are further fitted withstructural openings, through which air at X₄ psi will be released toproduce the resulting pressure wave or shock wave as the fireextinguishment. The pressure wave chamber structure may be of a shapeother than a cylinder. The design features or components identified inthis invention would remain a part of the pressure wave chamber.

The pressure wave chamber is fitted with preferably, one or morerotating interior wall structures with structural openings that willcorrespond with the exterior wall structural openings. When rotated toopen/discharge position by the fitted servo motors, the structuralopenings of the interior wall (s) will have aligned with thecorresponding structural openings of the pressure wave chamber'sexterior wall. The pressure wave chamber's interior structural wall isfitted to preferably, one or more servo motors electronically linked tothe Command or Control Module (64), that when activated will cause theinterior door(s) to rotate along a grooved surface (not shown) to theopen or closed position.

The pressure wave chamber is charged by preferably, one or more pumpsthat extract air from the external environment, through a line thatextends from the pump to the exterior surface of the fuselage. The pumpis fitted with an air pressure sensor, and an emergency air pressurerelief system (122) to significantly prevent over pressurization and/oran unauthorized air pressurization. The pump and the emergency airrelief system are fitted with an air backflow preventer, significantlypreventing a premature or unauthorized release of air or filtered gasfrom the pressure wave chamber. The air extraction lines extending fromthe exterior of the fuselage to the pump, the pump's gas filtrationsystem should be designed with a material that will significantlyprevent particulate matter build-up and clogging, and a mechanism tosignificantly prevent debris access. The pumps, sensors, air intakelines, servo motors, backflow preventers, emergency relief systemline(s), and all other components affiliated with the pressure wavechamber are to be constructed or a material and in such a manner as towithstand continuous X₄ psi discharge, and to function unimpeded by airpressurization at X₄ psi or greater.

As shown in FIG. 3, the fuselage door is in the closed position (132),thereby allowing the pressure wave chamber (16) to be filled.

The pressure wave chamber can be constructed in such a manner as torelease compressed air as a pressure wave or shockwave from the upperfuselage, the under belly, the port and/or the starboard areas of theaerial vehicle. To do so the aerial vehicle is fitted with fuselagedoors that correspond with the X₄ psi discharge position of the pressurewave chamber's interior wall.

As shown in FIG. 4, the fuselage door (132) is in the closed position.When the Command or Control Module (64) activates the servo motor (88)to rotate over the chamber openings (6), preferably an oblique dischargenozzle, compressed air within the pressure wave chamber will be forciblyexpelled to the external environment (E₀).

As shown in FIG. 5, the pressure wave chamber is designed to release theshape charge through the upper fuselage of the aerial vehicle, byopening the upper fuselage exterior door(s) and rotating the interiorwall of the pressure wave chamber to the open position. The upperfuselage exterior doors are fitted to one of more fuselage exterior doorservo motors, and a locking mechanism that will secure the fuselage doorwhether opened or closed. These upper fuselage exterior doors arefurther fitted with a scrapping edge (not shown), so that when rotatedto the closed position the scrapping edge will dislodge debris that mayhave collected between the fuselage (and the pressure wave chamber whenthe upper fuselage exterior door was opened for a X₄ psi discharge. Thisscrapping edge will also move collected moisture within the fuselage(between the fuselage's interior structure and the pressure wavechamber), to a debris collection groove for subsequent removal from theaerial vehicle. The interior of the aerial vehicle's hold is fitted witha moisture and debris collection groove. This debris collection groove,electronically connected to the Command or Control Module (64), willopen to the external environment to release the collected moisture anddebris from the aerial vehicle. This invention is not limited to usingthe upper fuselage as the release area. The upper fuselage is cited herefor illustrative purposes, only.

In advance of a planned X₄ psi discharge the Command or Control Module(64) will open the door from the locking system, move the interiorpressure wave chamber door along a securing track (not shown) to whereit is stowed within the fuselage's hold. The discharge area of thepressure wave chamber is now exposed to the external environment.

The actual number of pressure wave chambers per aerial vehicle, andwhether X₄ psi discharge will be via the upper fuselage, underbelly,port and/or the starboard area of the aerial vehicle will be determinedat the time of manufacture.

Based upon additional data, the Command or Control Module (64) willdetermine whether or for how long to maintain the upper fuselage door inthe open position: e.g., whether the aerial vehicle will deploy the nextX₄ psi discharge within a predetermined period of time, search for otherfire zone targets, route to a recovery and docking area, or await thereceipt of an authorized remote command.

As shown in FIG. 6, the lateral edges of the interior rotating pressurewave chamber wall are fitted with a scraping edge (not shown) to loosenparticulate matter or debris collected within the pressure wave chamberitself, and to push condensation into an exit groove or trough (120)leading to an exterior structural door opening. When the interior doorrotates to the closed position (132) it scrapes the exterior wallsurface, pushing the loosened particulate matter, debris or moistureinto the trough. When trough sensors detect the X volume (X^(v)) ofparticulate matter, debris or moisture in the trough, the Command orControl Module (64) will pressurize the pressure wave chamber, up to X₃psi, before signaling servos to rotate the interior wall to the openposition to clear the interior of the pressure wave chamber. X^(v) willbe determined in the manufacturing process.

As used herein, the Command or Control Module (64) of the aerialvehicle, when activated, will perform a systems diagnostic check of thevehicle's systems and components, determining suitability for deploymentbefore downloading the pre-launch data. That pre-launch data andpre-launch sequence will include flight and trajectory operations,pre-charging of the onboard traditional or thermoelectric generatorsystem (76) and an onboard containment system; flight, trajectory,altimeter, topography data and connect to a real-time satellite link forGPS and topography updates; fire target location, search and targetingdata; activate collision detection avoidance, spatial relations sensor,the neural network search and link; pre-charge the pressure wave chamberto X₂ psi, while activating the pressure wave chamber pressure and overpressurization monitors, closing the respective air backflow preventer;then on command launching the aerial vehicle via an aerial delivery,VTOL or horizontal take-off and landing (“HTOL”), and deployment of itswing, elevator, and rudder assemblies accordingly.

FIG. 7 schematically illustrates a front view of the aerial vehiclenetwork of pneumatic aerodynamic control and drag reduction surfaceaccess doors (114) and air channels (116). The air channels (116) arehoused between the fuselage's exterior surface and the interior wall,which forms the fuselage hold's exterior wall. The interior wall of thepressure wave chamber, connection to a servo motor (88), is in theclosed position, indicated by its structural openings as out ofalignment with the structural openings of the exterior wall, therebypermitting the compression of air therein. Here, for illustrativepurposes, the wing, elevator and rudder assemblies are deployed. Thepneumatic aerodynamic control servo motor (88) are electronically linked(not shown) to the Command or Control Module (64). The pressure wavechamber's pumps (14) are connected to the gas filtration filter (notshown) that is connected by an air extraction line (not shown) to theexterior wall of the aerial vehicle's fuselage. Oxygen separated fromthe extracted gases by the gas filtration system would be released tothe environment, away from the down draft or prop wash of the thrustvectoring system. Oxygen levels within the fire zone are not increasedby a release in this manner, as the volume of Oxygen so released existedat the time of extracting the gas or inert gas. The distal end of thethrust vectoring system's air intake lines oriented at the exteriorsurface of the aerial vehicle fuselage, so to allow the extraction ofair from the external environment, are placed at a position and anglesignificantly far enough from the thrust vectoring system nozzle andtabs, the network of pneumatic aerodynamic control and drag reductionsurface access doors (114), and air channels (116), so that air ejectedby the nozzle does not impact upon or otherwise interfere with the airintake system and the ability of these systems to function.

As further used herein, each pneumatic aerodynamic control and dragreduction fuselage door is fitted with an in-flow and out-flowcapability, so that when the Command or Control Module (64) opens thein-flow door (114) to channel air to an exit point, the Command orControl Module (64) opens a corresponding out-flow door, whileactivating a backflow preventer so that the exiting airflow passingthrough will not be obstructed. The channels are constructed in such amanner as to create a low-pressure area when air enters at the in-flowdoor, creating a draft effect, pulling air through to exit the outflowdoor.

Although the illustration of the pneumatic aerodynamic control and dragreduction references the aerial vehicle.

As used herein, FIG. 8 illustrates the aerial vehicle (200) with analternative method of generating thermal energy and electric power tooperate the system. The Command or Control Module (64) is electronicallylinked to an onboard electronic receiving mechanism (100) that whenactivated can create a vibration of such frequency that it will causeanother mechanism to vibrate at a high rate of frequency. The frequencyoperating at a high rate will cause friction between its surfaces andthe salt or fluid within the onboard containment system (74) that willhold a hot medium, where it will rapidly heat the salt or fluidcontained therein, resulting in a hot medium. The thermal energy createdin this manner within the onboard containment system (74) that will holda hot medium, when transferred to the onboard traditional orthermoelectric generator system (76), will be used by the onboardtraditional or thermoelectric generator system to generate theelectrical energy required to operate the aerial vehicle.

During pre-deployment the signal is generated by the externalprogramming means (not shown) and transmitted to the aerial vehicle'sCommand or Control Module (64). The Command or Control Module'sprogramming will transmit a signal to the onboard receiving mechanism(100), the mechanism that will vibrate at a high rate of frequency, andthe traditional or thermoelectric generator (76), to initiate electricalpower production and distribution. Where (pre-determined) temperaturelevels within the onboard containment system (74) are below T₂ ⁰, theaerial vehicle's Command or Control Module (64) will transmit to theaerial vehicle's onboard receiving mechanism 100 a signal of a specificfrequency (not shown) with the embedded identifier (not shown) of anauthorized user/operator. When the onboard receiving mechanism 100receives and accepts the signal of a specific frequency (not shown) itwill cause the vibration mechanism (112) within the onboard containmentsystem (74) to vibrate a high rate of speed, creating friction and heat,rapidly heating the hot medium within the onboard containment system(74). Upon achieving an internal temperature of T₂ ⁰, the Command orControl Module (64) will then cause, via a heat exchanger, the transferof thermal energy from within the onboard containment system (74),through a connector (104), to the traditional or thermoelectricgenerator (76). On command by the Command or Control Module (64)electrical power produced by the onboard traditional or thermoelectricgenerator (76), will be distributed throughout the aerial vehicle asprogrammed, by a connection (104) between the onboard traditional orthermoelectric generator (76) and the power distribution system (106).Power distribution is controlled by the Command or Control Module (64).Where the Command or Control Module's (64) monitoring (not shown) of theonboard battery (110) indicates that power levels therein is at or lessthan 5% more than the minimum level of electrical power that is requiredto drive the aerial vehicle (700), the Command or Control Module (64)will cause the traditional or thermoelectric generator (76) todistribute electrical power through a connector (104) to the batterycharger (108), which in turn will transfer electrical power to theonboard battery (110), recharging the battery (108). The onboard battery(110), as controlled by the Command or Control Module (64), may conveyelectrical power through a connector (104) to the power distributionsystem (106). The standard or alternative method of generating thermalenergy and electric power to operate the system mentioned above utilizesthe same pathway of power generation and distribution, with theexception that the receiving mechanism and the vibration mechanism ofthe alternative method of generating thermal energy and electric poweris replaced by the heat exchange system.

At the time of pre-launch programming the aerial vehicle, the externalprogramming mechanism (not shown) will cause its sending mechanism (notshown) to create and project a signal of a specific frequency (notshown) to the receiving mechanism 100 within the aerial vehicle (700).Upon receiving the signal of a specific frequency (not shown) the aerialvehicle's receiving mechanism 100 is activated.

Activation of the receiving mechanism causes same to vibrate at a veryhigh rate. Excitation created by such vibration will in turn create ahigh degree of friction and resulting heat, thereby rapidly heating thefluids or salts contained therein, up to but not exceeding T₃₀. When theCommand or Control Module (64) electronically linked temperature monitor(not shown) within the fluids or salts onboard containment system (74)indicates the internal temperature of the contents therein has achievedT₃ ⁰, a signal is sent from the aerial vehicle's Command or ControlModule (64) to the onboard sending mechanism (not shown), to stop thetransmission of the signal. The thermal energy produced in this mannermay be used to produce electricity by an onboard traditional orthermoelectric generator, providing the electrical power required tooperate the aerial vehicle, when the latter is deployed.

Where pre-deployment temperatures of the aerial vehicle fluids or saltsonboard containment system (74) declines to a pre-determined T₁₀ level,and the aerial vehicle is not deactivated, the external programmingmechanism (not shown) will again activate the external sending mechanism(not shown) to create and transmit the electronic signal of a specificfrequency (not shown) to the receiving mechanism (100) within the aerialvehicle (700), activating the aerial vehicle receiving mechanism 100 togenerate the rapid high frequency vibration required to heat the fluidsor salts within the onboard containment system (74), to restore thefluids or salts to the required heated temperature state. T₂ ⁰ asdefined here, is the pre-determined minimum amount and temperature ofthermal energy available within the onboard containment system (74) thatwill hold a hot medium of fluids or salts, that can be transferred fromthe onboard containment system (74) to the onboard traditional orthermoelectric generator system (76) for the production of electricalenergy required to operate a deployed aerial vehicle, when using thisself-contained system. T₁ ⁰ as defined here, is applied where thermalenergy is drafted from the external (fire) environment, through a heatexchanger system to heat the hot medium of fluids or salts).

Where during deployment the electrical generation capacity and/or thetemperature within the onboard containment system (74) that holds a hotmedium reaches a temperature of less than T₂ ⁰, the aerial vehicleCommand or Control Module (64) will activate the onboard receivingmechanism 100 to generate and project a specific signal frequency (notshown) to another mechanism within the onboard containment system (74)that is in contact with the fluids or salts that are contained therein:that mechanism will create the high rate of vibration, whereby theresulting friction between the this mechanism and the fluids or saltscause heat to occur therein the onboard containment system (74) torapidly restore the fluids or salts contained therein, to the heatedlevel required for sustained deployment of the aerial vehicle. T₂ ⁰, asused herein, shall mean the minimum threshold temperature required forthe onboard traditional or thermoelectric generator (74) to producesufficient electrical energy to: operate a deployed aerial vehicle;plus, a temperature of no less than 25% above the minimum the thermalenergy required to produce a sufficient quantity of electrical power forthe onboard sending mechanism 100 to generate a specific signalfrequency that will create the necessary vibration by the onboardsending mechanism 100 to rapidly heat the fluids or salts held withinthe onboard containment system (74) that will hold a hot medium; and,when necessary, the addition of sufficient electrical energy as requiredto activate the onboard battery recharger, to recharge the battery to atleast 95% of capacity.

The electronic signal transmitted by the Command or Control Module (64)to the receiving mechanism 100 shall contain an embedded signal or code(authorization code, [not shown]), specific to an authorized user orauthorized user system. If the signal of the specific sequence istransmitted to and received by the receiving mechanism absent the(presence of the) embedded authorization signal or code, the receivingmechanism 100 will identify such as a rogue signal, and therefore willnot activate the vibration mechanism within the onboard containmentsystem (74) that will hold a hot medium of fluids or salts. The intentherein is to significantly reduce or prevent an accidental and anunauthorized heating or otherwise interference with the process andmechanism of heating the fluids of salts held within the onboardcontainment system (74).

Embodiments of the disclosure may be described herein in terms offunctional and/or components and various processing steps. It should beappreciated that such block components may be realized by any number ofhardware, software, and/or firmware components configured to perform thespecified functions. For the sake of brevity, conventional techniquesand components related to fire-suppression, navigation and guidancesystems deployment systems, and other functional aspects of the systems(and the individual operating components of the systems) may not bedescribed in detail herein. In addition, those skilled in the art willappreciate that embodiments of the present disclosure may be practicedin conjunction with a variety of structural bodies, and that theembodiments described herein are merely example embodiments of thedisclosure.

Embodiments of the disclosure are described herein in the context of anon-limiting application, namely, fire-suppression. Embodiments of thedisclosure, however, are not limited to such fire-suppressionapplications, and the techniques described herein may also be utilizedin other applications.

As would be apparent to one of ordinary skill in the art after readingthis description, the following are examples and embodiments of thedisclosure and are not limited to operating in accordance with theseexamples. Other embodiments may be utilized, and structural changes maybe made without departing from the scope of the exemplary embodiments ofthe present disclosure.

The above description refers to elements or nodes or features being“connected” or “attached” together. As used herein, unless expresslystated otherwise, “connected” means that one element/feature is directlyjoined to (or directly communicates with) another element/feature, andnot necessarily mechanically. Likewise, unless expressly statedotherwise, “attached” means that one element/feature is directly orindirectly joined to (or directly or indirectly communicates with)another element/feature, and not necessarily mechanically. Thus,although FIGS. 1-33 depict example arrangements of elements, additionalintervening elements, devices, features, or components may be present inan embodiment of the disclosure.

Terms and phrases used in this document, and variations thereof, unlessotherwise expressly stated, should be construed as open ended as opposedto limiting. As examples of the foregoing: the term “including” shouldbe read as meaning “including, without limitation” or the like; the term“example” is used to provide exemplary instances of the item indiscussion, not an exhaustive or limiting list thereof; and adjectivessuch as “conventional,” “traditional,” “normal,” “standard,” “known” andterms of similar meaning should not be construed as limiting the itemdescribed to a given time period or to an item available as of a giventime, but instead should be read to encompass conventional, traditional,normal, or standard technologies that may be available or known now orat any time in the future.

Likewise, a group of items linked with the conjunction “and” should notbe read as requiring that each and every one of those items be presentin the grouping, but rather should be read as “and/or” unless expresslystated otherwise. Similarly, a group of items linked with theconjunction “or” should not be read as requiring mutual exclusivityamong that group, but rather should also be read as “and/or” unlessexpressly stated otherwise. Furthermore, although items, elements orcomponents of the disclosure may be described or claimed in thesingular, the plural is contemplated to be within the scope thereofunless limitation to the singular is explicitly stated.

The presence of broadening words and phrases such as “one or more,” “atleast,” “but not limited to” or other like phrases in some instancesshall not be read to mean that the narrower case is intended or requiredin instances where such broadening phrases may be absent. The term“about” when referring to a numerical value or range is intended toencompass values resulting from experimental error that can occur whentaking measurements.

In the following detailed description, a reference is made to theaccompanying drawings that form a part hereof, and in which the specificembodiments that may be practiced is shown by way of illustration. Theseembodiments are described in sufficient detail to enable those skilledin the art to practice the embodiments and it is to be understood thatthe logical, mechanical and other changes may be made without departingfrom the scope of the embodiments. The following detailed description istherefore not to be taken in a limiting sense.

The foregoing description of the specific embodiments will so fullyreveal the general nature of the embodiments herein that others can, byapplying current knowledge, readily modify and/or adapt for variousapplications such specific embodiments without departing from thegeneric concept, and, therefore, such adaptations and modificationsshould and are intended to be comprehended within the meaning and rangeof equivalents of the disclosed embodiments. It is to be understood thatthe phraseology or terminology employed herein is for the purpose ofdescription and not of limitation. Therefore, while the embodimentsherein have been described in terms of preferred embodiments, thoseskilled in the art will recognize that the embodiments herein can bepracticed with modification within the spirit and scope of the appendedclaims.

Although the present invention(s) has been described herein before andillustrated in the accompanying drawings, with reference to a particularembodiment thereof but it is to be understood that the presentinvention(s) is not limited thereto but covers all embodiments of theimproved fire extinguishing apparatus which would fall within the ambitand scope of the present invention(s) as would be apparent to a man inthe art.

From the foregoing it can be seen that a method of fire fighting hasbeen described. It should be noted that the drawings, sketches,diagrams, and figures are not drawn to scale and that distances of andbetween the figures are not to be considered significant. The foregoingdisclosure and showing made in the drawings, sketches, diagrams, andfigures shall be considered only as an illustration of the principle ofthe present invention(s).

While the foregoing description make reference to particularillustrative embodiments, these examples should not be construed aslimitations. Not only can the inventive device system be modified forusing it as a delivery vehicle for other materials; it can also bemodified for launching from varying type of launchers, aircraft and/orother aerial vehicles. Thus, the present invention(s) is not limited tothe disclosed embodiments, but is to be accorded the widest scopeconsistent with the claims below. This is to include but not limited tothat the propulsion system may be powered by e.g., turbines, differentsources and/or a combination of different sources; that such propulsionsystem may be external to the body of the inventions presented hereinand/or may comprise, and/or that it may be a combination of external andinternal systems, components and/or; that the release of pressurized airand/or other gases may be through method or methodology other thanand/or in addition to the thrust vector system described herein;placement of the pressure wave chamber, and placement of the pressurewave chamber relative to other components of the invention, as well asthe placement of other components to one another; and, othermodifications that those skilled in the art, will be obvious.

What is claimed is:
 1. An aerial vehicle for extinguishing widespreadfires, comprising: a. a first vessel having an external and interiorsurface defining a first chamber, the first vessel being made of a firstthermal insulating material having a melting point of greater than about800 degrees Celsius; b. a second vessel having an exterior surface andan interior surface defining a second chamber and disposedconcentrically and coaxially inside the first chamber of the firstvessel, the second vessel being made of a second thermal insulatingmaterial having a melting point of greater than about 800 degreesCelsius, the interior surface of the second vessel having an inletconfigured to receive and retain compress air in the second chamber, andto selectively discharge the compressed air through an outlet configuredto produce a pressure wave to extinguish fires, the first and secondthermal insulating materials being configured to resist flame and toprovide thermal insulation to maintain an internal temperature of 35° C.or lower in an environment where temperatures range from about 35degrees Celsius to about 1,650 degrees Celsius; and c. means forcompressing air in the second chamber of the second vessel; and d. apropulsion system including a thrust vectoring system for propelling theaerial vehicle.
 2. The aerial vehicle of claim 1, wherein at least oneof the first and second vessels is constructed of a ceramic matrixcomposite material.
 3. The aerial vehicle of claim 1, further comprisinga mono-crystalline material coating disposed on the interior surface ofthe first vessel, the exterior surface of the second vessel, and/or theinterior surface of the second vessel.
 4. The aerial vehicle of claim 1,further comprising an intumescent material coating disposed on theinterior surface of the first vessel, the exterior surface of the secondvessel, and/or the interior surface of the second vessel.
 5. The aerialvehicle of claim 1, further comprising an elastic bladder in the secondchamber for compressing air in the second chamber.
 6. The aerial vehicleof claim 1, further comprising a compressor pump for compressing air inthe second chamber.
 7. The aerial vehicle of claim 1, further comprisingan air backflow valve disposed at the inlet for preventing a backflow ofcompressed air from the second chamber back through the inlet.
 8. Theaerial vehicle of claim 1, further comprising a recoil stabilizingmechanism for stabilizing the aerial vehicle during a discharge of thepressure wave.
 9. The aerial vehicle of claim 1, wherein the secondchamber is cylindrical in shape and having a first end and second end,wherein the first and second ends are dome-shaped.
 10. The aerialvehicle of claim 6, further comprising an onboard Global PositioningSystem (GPS) for tracking a flight path of the aerial vehicle, saidonboard GPS being configured to transmit the flight path to a remotelocation.
 11. The aerial vehicle of claim 7, further comprising a flightcontrol system for controlling flight operations of the aerial vehicle.12. The aerial vehicle of claim 11, further comprising a Command Modulefor controlling operations of the air compressor pump and communicatingwith the flight control system and/or onboard GPS.
 13. The aerialvehicle of claim 12, further comprising a first temperature sensordisposed on the first vessel for sensing temperature of the exteriorsurface of the vessel and a second temperature sensor for sensingtemperature inside the first vessel.
 14. The aerial vehicle of claim 13,further comprising at least one of thermoelectric generator andthermoacoustic generator for generating electric power for use by thepropulsion system, air compressor, flight control system and/or theCommand Module, said thermoelectric generator and thermoacousticgenerator derive electric power from the difference in temperatures ofthe surfaces as sensed by the first and second temperature sensors. 15.The aerial vehicle of claim 1, further comprising a flight assemblysystem including, wings, elevators, ailerons, and rudder, one or morethrust vector nozzles mounted to the exterior surface of the firstvessel, one or more pumps connected to said, one or more thrust vectornozzles for ejecting air to effect pitch, yaw, lift and/or roll of theaerial vehicle.
 16. The aerial vehicle of claim 1, further comprising avibration dampening apparatus disposed between the first and secondvessels for dampening vibration transmitted between the first and secondvessels.